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WO2021093930A1 - Agencement de transmission pour entraînement hybride et procédé de commande d'un entraînement hybride - Google Patents

Agencement de transmission pour entraînement hybride et procédé de commande d'un entraînement hybride Download PDF

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Publication number
WO2021093930A1
WO2021093930A1 PCT/EP2019/080851 EP2019080851W WO2021093930A1 WO 2021093930 A1 WO2021093930 A1 WO 2021093930A1 EP 2019080851 W EP2019080851 W EP 2019080851W WO 2021093930 A1 WO2021093930 A1 WO 2021093930A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
clutch
drive
transmission
output part
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2019/080851
Other languages
German (de)
English (en)
Inventor
Theodor Gassmann
Maximilian WERKHAUSEN
Dirk GÜTH
Jan Haupt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GKN Automotive Ltd
Original Assignee
GKN Automotive Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by GKN Automotive Ltd filed Critical GKN Automotive Ltd
Priority to PCT/EP2019/080851 priority Critical patent/WO2021093930A1/fr
Priority to JP2022526751A priority patent/JP7392140B2/ja
Priority to CN201980102162.7A priority patent/CN114616114A/zh
Publication of WO2021093930A1 publication Critical patent/WO2021093930A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0803—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with countershafts coaxial with input or output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a transmission arrangement for a hybrid drive with an internal combustion engine and an electric machine for a motor vehicle, furthermore a hybrid drive with such a transmission arrangement and a method for controlling a hybrid drive.
  • the hybrid drive train comprises an internal combustion engine, an electric machine and a speed change device with a planetary gear.
  • the planetary gear includes a sun gear and a ring gear, each of which can be coupled to the motor shaft of the internal combustion engine via a controllable coupling.
  • the planet carrier of the first planetary gear is drivingly connected to the ring gear of a second planetary gear arranged on a parallel axis.
  • the second planetary gear includes a second sun gear, second planetary gears and a second planet carrier which is drive-connected to a differential gear of a vehicle axle.
  • the electric machine is drive-connected to the second sun gear.
  • a clutch is provided with which the second sun gear and the second ring gear can be locked to one another in order to drive the vehicle axle either by means of the electric machine alone or together with the internal combustion engine.
  • a transmission arrangement for a hybrid vehicle with an internal combustion engine and an electric machine is known from WO 2018/014983 A1, wherein A first drive torque of the internal combustion engine and a second drive torque of the electric machine can be transmitted to at least one drive shaft of the hybrid vehicle via the transmission arrangement.
  • the gear arrangement has a first planetary gear with a first sun gear, first ring gear, first planet carrier and first planet gears.
  • the first ring gear is drive-connected to the internal combustion engine
  • the first sun gear is drive-connected to the electrical machine
  • the first planet carrier is connected to a second planet carrier of a second planetary gear drive downstream in the power path.
  • the second planetary gear has two sun gears that mesh with planet gears arranged on the two th planet carrier, one of which is a sun gear can be supported via a clutch on a stationary component, and the other sun gear is drive-connected to a downstream differential gear.
  • An electric drive for a motor vehicle with an electric motor and a gear unit is known from WO 2012/007031 A1.
  • the transmission unit has a planetary gear and a differential gear, which are arranged coaxially to one another.
  • a clutch is provided that can be moved into three shift positions, namely two different shift levels and an idle position.
  • the drive arrangements must be able to provide a suitable operating mode for a wide variety of driving conditions - for example, a wheel slip situation with different grip conditions on the wheels up to the maximum vehicle speed. Due to the different properties, the problem with hybrid vehicles that have an internal combustion engine and an electric machine for jointly driving a drive axle is that the drive arrangements do not allow an efficient operating mode for all driving states.
  • a transmission arrangement for a hybrid drive with an internal combustion engine and an electric machine comprising: a stepped transmission with a stepped transmission input part that can be connected to the internal combustion engine, and with a clutch that is configured to the stepped transmission - To connect the input part and a multi-step transmission output part optionally via a first switching stage with a first gear ratio or via a second gear stage with a second gear ratio, or to separate them from one another; a reduction gear which has a transmission gear input part that can be connected to the electrical machine and is designed to translate a rotational movement introduced into the transmission gear input part to a transmission gear output part into slow speed; a superposition gear with a first input part that is drive-connected to the stepped gear output part, a second input part that is drive-connected to the superposition gear output part, and an output part, the first input part, the second input part and the output part having a balancing effect with one another to have; a differential gear unit with a differential carrier which is drivingly connected to the
  • One advantage of the transmission arrangement is that it enables several operating modes for the most efficient possible operation of the motor vehicle.
  • the power introduced into the superposition gear by the internal combustion engine and the electrical machine can be added up in order to jointly drive the differential gear or the associated drive axle.
  • the electrical machine advantageously also enables continuously variable transmission of power in a limited control range, so that the transmission arrangement as a whole can be used as a continuously variable transmission (CVT). It is also possible that only one of the two drive sources delivers power.
  • Another advantage is that, if necessary, a direct drive connection between the internal combustion engine and the electrical machine can be established by uncoupling the drive shafts driven by the differential and using the superposition gear as a through drive.
  • the second clutch can be arranged in the power path between the differential cage and one of the output shafts or side shafts. According to a second embodiment, the second clutch can be arranged in the power path between the output part of the superposition gear and the differential cage.
  • the aforementioned operating modes for power transmission between the internal combustion engine and the electric motor in order to start the internal combustion engine or to generate electrical energy, are accomplished by opening the second clutch and closing the first clutch.
  • the second clutch can also be arranged between the differential basket and a stationary housing. In this case, the mentioned operating modes for power transmission between the internal combustion engine and the electric motor, in order to start the internal combustion engine or to generate electrical energy, are achieved by closing the second clutch and opening the first clutch.
  • a degree of freedom of the superposition gear is fi xed, that is, a torque introduced into the superposition gear from the internal combustion engine via the first gear or from the electric machine via the second gear into the superposition gear becomes non-rotatable supported differential carrier and transferred to the other machine.
  • the formulation should be driven in rotation or drive-connected in each case with the possibility that one or more further elements can be interposed in the power path between a driving element and the element driven in rotation by it.
  • the first transmission unit is designed as a multi-step transmission, which can also be referred to as a multi-speed transmission.
  • the multi-step transmission transmits a rotary movement initiated by the internal combustion engine with various gear ratios to the superposition gear.
  • a total transmission ratio for the first gear can be between 2.25 and 6.25, for example, and between 1.5 and 4 for the second gear.
  • a clutch is provided, which can optionally transfer the multi-step transmission into a first shift position, in which torque is transmitted from the transmission input part to the transmission output part with a first gear ratio, and in a second shift position where the torque is transferred from the input part to the Output part is transmitted with a second gear ratio. In a possible third switching position, the torque transmission is interrupted.
  • the multi-step transmission can have an input shaft with a first drive wheel and a second drive wheel, which are rotatably mounted on the input shaft, wherein the controllable clutch can optionally connect the first drive wheel or the second drive wheel to the input shaft or disconnect it; and an intermediate shaft parallel to the input shaft and having a first intermediate gear which engages with the first drive gear and a second intermediate gear which engages with the second drive gear.
  • the clutch can, for example, have the following components: a gear part that is connected to the input shaft in a rotationally fixed manner, a first output part, which is rotationally connected to the first drive wheel, a second output part which is rotationally connected to the second drive wheel, and a coupling element which can optionally couple or decouple the input part with the first output part or the second output part for transmitting a torque.
  • the Koppelele element can be designed in the form of a sliding sleeve, which is held on the input part rotation test and is axially displaceable with respect to this by means of an actuator.
  • the sliding sleeve can be freely rotatable in a neutral position (T0) with respect to the first and second output part, in the first switching position (T1) with the first output part and in the second switching position (T2) with the second output part.
  • one of the two inter mediate gears of the first gear stage can be drive-connected to the first input part of the superposition gear.
  • the superposition gear input part can have a ring gear or be connected to it, with which the first or second intermediate gear that is driving is in toothing engagement.
  • the first input part of the overlaying gear and the differential cage can be arranged coaxially to one another and mounted so as to be rotatable relative to one another about an axis of rotation.
  • the first input part of the superposition gear can be rotatably mounted in particular on the differential cage.
  • the differential carrier can be arranged at least partially radially within a housing part connected to the input part of the superposition gear.
  • the superposition gear can be designed as a planetary gear with the links ring gear, Son nenrad, planetary gears and planet carrier.
  • the first input part for example, can be firmly connected to the ring gear or designed as such, and the second input part, for example, permanently connected to the sun gear of the planetary gear or designed as such, a reverse assignment being also possible.
  • the second input part of the superposition gearbox can comprise a hollow shaft which is non-rotatably connected to a second output part of the second gear unit can.
  • the hollow shaft can be rotatably arranged coaxially to the differential carrier or a sleeve approach of the differential carrier.
  • An intermediate shaft connected to one of the differential output parts can thus extend through the hollow shaft or the sleeve attachment.
  • the second gear unit can be designed, for example, as a spur gear or traction mechanism, or comprise one, with one or more spur gear stages or traction means for power transmission from high to low speed being provided between the second gear input shaft that can be driven by the electrical machine and the second gear output part connected to the superposition gear could be.
  • a rotary movement introduced into the superposition gear by the first and / or second gear unit can be transmitted to the differential gear located downstream in the power path.
  • the output part of the superposition gear is permanently drive-connected to the differential carrier, so that they rotate together about an axis of rotation.
  • the superposition gear output part and the differential carrier can be designed in one piece without being restricted to this.
  • the second transmission unit is preferably designed with a fixed transmission ratio, whereby in principle a multi-speed transmission is also possible.
  • the first coupling is provided, which can be designed as a form-fit coupling.
  • the first clutch can have a first clutch part that is rotatably connected to the first input part of the superposition gear, and a second hitch be part that is rotatably connected to the output part of the superposition gear, the first clutch part and the second clutch part together for transmission are connectable by torque or are separable from each other.
  • the wheels of the superposition gear are blocked and rotate together with the differential cage about the axis of rotation.
  • geöff netem state of the first clutch the wheels of the superposition gear are rotatable relative to one another and have a balancing effect with one another.
  • the second clutch which can be designed in particular as a form-fit clutch, is arranged in the power path between the output part of the superposition gear and the vehicle axle or its side shafts.
  • the second clutch is designed to selectively transmit torque between the superposition gear and the drive axle or to decouple the drive axle from the drive train in front of it.
  • the second clutch can have a first clutch part which is connected non-rotatably to an output part of the differential gear, and a second clutch part which is non-rotatably connected to an intermediate shaft of the drive axle.
  • the first and second coupling parts can optionally be connected to one another in order to transmit torque to the drive axle, or they can be separated from one another so that the drive axle is decoupled.
  • Such a design with a coupling arranged between the differential output part and the side shaft can also be referred to as a side shaft disconnection.
  • the second clutch can also be arranged elsewhere in the power path.
  • the first clutch and / or second clutch can have a shift sleeve in order to connect the respective first clutch part and the second clutch part to one another or to separate them from one another.
  • the shift sleeve can be moved axially by a shift element of an actuator.
  • the first and the second clutch can be actuated by a single actuator arrangement, without being limited thereto.
  • the actuator arrangement can have a shift rod that can be moved axially by an actuator drive from a central position into a first axial position and an opposite, second axial position.
  • a first switching element for actuating the first clutch and a second switching element for actuating the second clutch can be arranged on the shift rod.
  • a possible assignment of the switching states can be as follows: in the middle position of the shift rod, the first clutch is closed by means of the first shift element and the second clutch is closed by means of the second shift element; In the first axial position of the shift rod, the first clutch is closed by means of the first shift element and the second clutch opened by means of the second switching element; and in the second axial position of the shift rod, the first clutch is opened by means of the first shift element and the second clutch is closed by means of the second shift element.
  • the actuator arrangement can have a spring element which strikes the first switching element against a first rod stop and the second switching element against a second rod stop in opposite axial directions.
  • a first stationary end stop can be provided against which the first shift element can axially support itself when the shift rod is moved in a direction of force acting by the spring element on the first shift element, and a second end stop against which the second shift element can axially support itself.
  • the first shift element In the first axial position of the shift rod, the first shift element is supported against the first end stop, so that the first clutch is closed, and the second shift element is removed from the second end stop, so that the second clutch is opened.
  • both shift elements are axially supported or positioned against the respective end stop, so that both clutches are closed.
  • the second shift element In the second axial position of the shift rod, the second shift element is supported against the second end stop, so that the second clutch is closed, and the first shift element is removed from the first end stop, so that the first clutch is opened.
  • the spring element can be arranged on the shift rod between the first shift element and the second shift element and act on them axially away from one another.
  • the spring element can in particular be designed in the form of a helical spring.
  • a flybridge drive arrangement comprising: an internal combustion engine; an electric machine; A gear arrangement according to at least one of the above-mentioned embodiments, wherein the input part of the first gear unit is drive-connected to the internal combustion engine, and the input part of the second gear unit is drive-connected to the electric machine; a storage arrangement for storing electrical energy; and a control unit for controlling the electric machine and the first and second clutches.
  • a hybrid drive arrangement can be used as the sole drive for a motor vehicle for driving a front or rear drive axle can be used.
  • the hybrid drive arrangement can also be used as one of several drives for a multi-axle motor vehicle.
  • a drive train arrangement for a motor vehicle comprising: a primary drive axle which can be driven in rotation by a primary electrical machine; a secondary drive axle with a hybrid drive arrangement which is designed according to one or more of the above-mentioned embodiments, wherein the primary drive axle and the secondary drive axle are mechanically separated from one another; a storage arrangement for storing electrical energy, the storage arrangement being electrically connected to the primary electrical machine and to the electrical machine of the hybrid drive arrangement; and a control unit (ECU) for controlling the primary electric machine and the hybrid drive arrangement.
  • ECU control unit
  • the drive train arrangement accordingly has the same advantages as the hybrid drive arrangement or transmission arrangement, so that reference is made to the above description for an abbreviated basis. All of the features described in connection with the transmission arrangement or hybrid drive arrangement can be implemented in the drive train arrangement.
  • the electric machine converts energy and can work as a motor or generator. When the engine is running, the electrical machine converts electrical energy into mechanical energy so that the drive axle of the motor vehicle or the internal combustion engine can be driven. In generator mode, the electrical machine converts mechanical energy into electrical energy, which can then be stored in the battery.
  • a hybrid drive arrangement is provided which enables various operating modes, in particular with continuously variable transmission.
  • a method according to the invention for controlling a said hybrid arrangement can comprise the following steps: closing the first clutch and opening the second clutch; Operating the electrical machine in generator mode, the internal combustion engine driving the electrical machine when the second clutch is disengaged, so that the electrical machine is the one initiated by the internal combustion engine converts mechanical energy into electrical energy; and storing the electrical energy in the storage arrangement or supplying it to another consumer ("serial mode")
  • the battery can be charged by means of the internal combustion engine, which is why this mode can also be referred to as charging mode (“Charge mode”).
  • the battery can be charged when the vehicle is at a standstill.
  • the additional electrical energy consequently extends the range (“rlinde extender”) for a purely electric journey.
  • the electrical energy can be used at a later point in time for an emission-free journey by means of a primary electric drive with the internal combustion engine switched off (“electrical mode”) or for a short-term increase in output by means of the hybrid drive (“boost”).
  • the main drive can be formed by a powerful electric drive that drives the primary drive axle. In this case, both electrical machines can access the electrical storage arrangement as required.
  • an alternative operating mode which can be carried out with the first clutch closed and the second clutch open, the electric machine can briefly drive the internal combustion engine in motor mode in order to start it from standstill ("ICE start").
  • the first and second clutches can be closed and the electric machine can be operated in motor mode in order to convert electrical energy from the storage arrangement into mechanical energy, so that the electrical machine and the internal combustion engine jointly form the superposition gear or drive the drive axle connected to it ("parallel mode").
  • the following procedural guides are possible in particular: in the first shift position of the multi-step transmission, torque is transmitted from the internal combustion engine to the drive axle with a first transmission ratio (first gear). In the second shift position, the multi-step transmission transmits corresponding torque with a second gear ratio on the drive axle (second gear).
  • the electric machine can be variably controlled in both gears, so that the two drive sources are superimposed together to drive the drive axle.
  • load point shifting By coupling the electrical machine and the internal combustion engine, it is possible to shift the load point of the internal combustion engine into areas with higher efficiency (“load point shifting”).
  • load point shifting it is also possible, please include that the electrical machine or the internal combustion engine alone drives the Kochla gerungs gear or the drive axle.
  • the first and the second clutch are closed and the clutch is opened, and the electric machine is operated in motor mode.
  • Figure 1 shows a transmission arrangement according to the invention or hybrid arrangement for a drive axle of a motor vehicle in longitudinal section
  • FIG. 2 shows the gear arrangement from FIG. 1 in a perspective view with the housing cut away
  • FIG. 3 shows a detail of the gear arrangement from FIG. 1 in an enlarged representation
  • FIG. 4 shows an overview of possible operating modes of the hybrid drive arrangement from FIG. 1,
  • FIG. 5 shows a hybrid drive arrangement in a slightly modified embodiment in a schematic representation
  • FIG. 6 shows a drive train arrangement of a motor vehicle with a hybrid drive arrangement according to FIG. 5, schematically.
  • FIGS 1 to 4 show one Transmission arrangement 2 according to the invention or hybrid drive arrangement 1 for driving a vehicle axle.
  • the hybrid drive arrangement 1 comprises an internal combustion engine 37, an electric machine 30 and the transmission arrangement 2.
  • the transmission arrangement 2 is designed to transmit a first drive torque from the internal combustion engine 37 and / or a second drive torque from the electric machine 30 to a drive axle of the vehicle.
  • the gear arrangement 2 has a first gear unit 3 assigned to the internal combustion engine, a second gear unit 4 assigned to the electrical machine, a Studentsla gerungs gear 5 with a first input part 50, which is connected to the first gear unit 3, a second input part 51, which is connected to the second Gear unit 4 is connected, and an output part 8 which is connected to a differential gear 9 downstream in the power path.
  • a first drive part 10 of the first gear unit 3 is arranged on a first axis of rotation A1
  • a second drive part 20 of the second gear unit 4 is arranged on a second axis of rotation A2
  • the superposition gear 5 is arranged on a third axis of rotation A3.
  • the axes of rotation A1, A2, A3 run parallel to one another, with other constructions or arrangements also being possible.
  • a controllable first clutch 62 is provided to couple two of the three members (50, 51, 8) of the Studentsla gerungsgetriebes 5 with each other or to separate them from each other.
  • a controllable second clutch 67 is arranged in the power path between the output part 8 of the superposition gear 5 and at least one of the side shafts of the vehicle axle.
  • the first gear unit 3 is designed as a stepped gear unit, without being restricted thereto.
  • the multi-step transmission 3 enables power to be transmitted from the internal combustion engine to the superimposed transmission with different gear ratios or to interrupt the power transmission.
  • the multi-step transmission 3 comprises a first drive wheel 14 and a second drive wheel 15, which are rotatably mounted on the input shaft 10, and one for Input shaft 10 parallel intermediate shaft 16 with a first intermediate gear 17 which meshes with the first drive gear 14, and a second intermediate gear 18 which meshes with the second drive gear 15.
  • the clutch 12 is arranged axially between the first and second drive wheels 14, 15 and is configured to selectively connect the first drive wheel 14 or the second drive wheel 15 to the input shaft 10 or to separate it therefrom.
  • the input shaft 10 can in particular be arranged coaxially to the output shaft of the internal combustion engine and be permanently rotatably connected to the water.
  • the input shaft 10 is rotatably supported around the first axis of rotation A1 by means of bearing means 13, 13 'in a stationary housing 20.
  • the input shaft 10 can be provided with a longitudinal bore and a plurality of transverse bores for supplying lubricant to the bearing sections for the first drive wheel 14 and the second drive wheel 15.
  • An input part 11 is provided axially between the first drive wheel 14 and the second drive wheel 15 and is connected to the input shaft 10 in a rotationally fixed and axially fixed manner.
  • the clutch 12 can be controlled by an actuator 22.
  • T0, T1, T2 the switching position of the clutch 12
  • several switching stages can be implemented.
  • a first gear stage is formed by the first pair of gears, i.e. first drive gear 14 and first intermediate gear 17, so that torque is transmitted from input shaft 10 to first input part 50 of superposition gear 5 with a first gear ratio i1 (first gear).
  • a second gear stage is formed by the second pair of gears, that is, second drive gear 15 and second intermediate gear 18, with the torque with a second gear ratio i2 on the overlay gear 5 can be transmitted (second gear).
  • a neutral position (T0) both drive wheels 14, 15 are decoupled from the input part 11 and the input shaft 10, respectively.
  • the clutch 12 includes, in addition to the input part 11, in particular a first output part 24, which is connected to the first drive wheel 14 in a rotationally fixed manner, a second output part 25, which is connected to the second drive wheel 15 in a rotationally fixed manner, and a coupling element 23, which the input part 11 optionally can couple with the first output part 14 or the second output part 15 for transmitting a torque.
  • the coupling element 23 is designed here in the form of a sliding sleeve, which held rotating test on the input part 11 and is axially displaceable relative to this by means of the Aktua gate 22.
  • the sliding sleeve is freely rotatable in a neutral position (TO) ge compared to the first and second output part 24, 25, in the first switching position (T1) with the first output part 24 and in the second switching position (T2) with the second output part 25 rotatably connected .
  • the sliding sleeve is actuated via the actuator 22, which can in particular comprise an electromotive rotary drive 26 and a converter unit 27 which converts a rotary movement into a linear movement.
  • the converter unit 27 in the present case has a spindle drive with a spindle which can be driven in rotation and a spindle sleeve which is moved axially when the spindle is rotated.
  • a shift fork 28 is attached, which engages with two sliding blocks in an annular groove of the sliding sleeve 23.
  • the actuator 22 can be controlled by an electronic control unit 29 and can be controlled by this as required, depending on the driving state of the motor vehicle. It goes without saying that other electromechanical actuators can also be used, or else electromagnetic, hydraulic or pneumatic actuators.
  • the two intermediate gears 17, 18 are non-rotatably connected to the intermediate shaft 16.
  • the connection can be realized by a form fit, for example by means of a Keilwellever connection, and / or material connection such as a welded connection, a one-piece design of at least one of the wheels with the shaft is also possible.
  • the intermediate shaft 16 is rotatably mounted in the housing 20 by means of bearing means 19, 19 'about the axis of rotation A4, which runs parallel to the axis of rotation A1 of the input shaft 10.
  • the intermediate shaft 16 is also arranged parallel to the axis of rotation A3 of the superposition gear 5 or the differential gear 9.
  • the second intermediate gear 18 is engaged with a ring gear 31 for driving the first gear part 50 of the superposition gear 5.
  • the second intermediate gear 18 meshes with the second drive gear 15 and with the ring gear 31.
  • This has a double function, which is favorable in terms of the number of parts and the size.
  • the multi-step transmission 3 with only five torque-transmitting wheels be constructed, namely first drive wheel 14, second drive wheel 15, first inter mediate gear 17, second intermediate gear 18 and ring gear 31.
  • the ring gear 31 is firmly connected to a carrier element 6 of the superposition gear 5, which rotates in the stationary housing 20 about the axis of rotation A3 is stored.
  • Said wheels of the multi-step transmission 3 can be configured as spur gears with helical teeth, for example.
  • the specific design of the wheels or the number of teeth depends on the technical requirements and installation space conditions.
  • a total transmission ratio for the first gear can be between 2.25 and 6.25, for example, and between 1.5 and 4 for the second gear, for example.
  • the second gear unit 4 is drive-connected to an electric machine 30.
  • the electrical machine 30 has, in particular, a stator 31 and a rotor 32 which is rotatable for this purpose and which drives a motor shaft 33 to rotate when the machine is energized.
  • the motor shaft 33 can be mounted rotatably about the axis of rotation A2 by means of bearing means 34, 34 'in a motor housing 35.
  • the rotary movement of the motor shaft 33 is transmitted to the drive part 40 of the second gear unit 4.
  • the electric machine 30 is supplied with electric current by a battery 36, it being possible for the battery to be charged by the electric machine 30 in generator mode.
  • the electric machine 30 and / or the internal combustion engine 37 can be controlled by means of power electronics, such as a pulse-controlled inverter, with an integrated electronic control unit (ECU) 29.
  • ECU electronice control unit
  • the second gear unit 4 is also designed as a spur gear in the present embodiment, other designs such as a toothed belt drive are also possible.
  • the gear unit 4 is designed to translate the rotational movement initiated by the electrical Ma machine 30 on the second drive part 40 from fast to slow.
  • the spur gear 4 has a first translation stage with a first drive gear 41 and an intermediate gear 43 which is connected to an intermediate shaft 42 in a rotationally fixed manner and which are in meshing engagement with one another.
  • First drive wheel 41 and first intermediate wheel 43 form a first set of wheels with a first gear ratio.
  • the second transmission stage comprises a second intermediate gear 44 connected to the inter mediate shaft 42 and a meshing one therewith second drive wheel 45, which is firmly connected to the hollow shaft 7.
  • Second intermediate wheel 44 and second drive wheel 45 form a second set of wheels with a second gear ratio.
  • the transmission ratio of the second gear unit 4 can be between 7.0 and 10.0, for example.
  • the second drive part 40 of the second gear unit is designed in the form of a drive shaft, which is rotatably mounted about the axis of rotation A2 in the housing 20 by means of bearing means 46, 46 '.
  • the intermediate shaft 42 is associated bearing means 47, 47 'rotatably mounted on a paralle len axis of rotation A5 in the housing 20, another arrangement is also conceivable.
  • the hollow shaft 7 or the second input part 51 connected to it is arranged coaxially to the output part 8 of the superposition gear 5 or the differential cage connected thereto and is rotatably supported by means of bearings 48 on a sleeve section 49 of the output part 8.
  • the superposition gear 5 is designed here as a planetary gear, with a ring gear 50, a sun gear arranged coaxially to the ring gear 51, several Pla designated gears 52, which are in engagement with the sun gear and the ring gear, and a planet carrier 53 on which the planetary gears are rotatably mounted are.
  • the ring gear 50 is firmly connected to the ring gear 21 or the carrier element 6, for example by means of a welded connection.
  • the carrier element 6 is supported by means of bearing means 55, 55 ‘on the planet carrier 53 or the output part 8 of the superposition gear 5 rotatably about the axis of rotation A3.
  • the Son nenrad 51 forms the second input part of the superposition gear 5.
  • the Plane tlic 53 forms the output part 8 of the superposition gear 5, which is firmly connected to the differential cage 54 of the differential gear 9, in particular designed in one piece with this.
  • the carrier element comprising the planet carrier 53 and differential cage 54 has ra dial inside to the planet gears 52 an axially extending sleeve portion 49 which is rotatably supported by a bearing 56 in the housing 20 about the axis of rotation A3.
  • the carrier element On the axially opposite side, the carrier element has a sleeve-shaped section 57 which is rotatably mounted in the housing 20 by means of a further La gers 56 'about the axis of rotation A3.
  • the differential gear 9 is provided to transmit a drive torque introduced by the superposition gear 5 into the differential cage 54 uniformly to the right and left side shafts of the motor vehicle.
  • the differential gear 9 comprises a plurality of differential gears 58 which rotate together with the differential cage 54 about the axis of rotation A3, and two sideshaft gears which are in toothing engagement with the Differentialrä countries 58 and serve as output parts 59, 59 '.
  • the side shaft gears are to be connected via intermediate shafts 60, 61 with a respective side shaft 94, 94 '( Figure 6) for torque transmission.
  • An intermediate shaft 60 connected non-rotatably to the output part 59 ′ extends through the sleeve section 57.
  • An intermediate shaft 61 to be connected to the opposite output part 59 extends through the sleeve section 49.
  • controllable first clutch 62 is provided between the carrier element 6 and the output part 8, without being restricted thereto.
  • a degree of freedom of rotation of the superposition gear 5 is limited, that is, a relative rotational movement is canceled.
  • the parts 50, 51, 8 of the superposition gear 5 are locked to one another and rotate together about the common axis of rotation A3.
  • the clutch assembly 62 comprises a form-fit coupling with a first coupling part 63, which is firmly connected to the rotatable carrier element 6 of the superimposition gear 5, and a second coupling part 64, which is rotatably connected to the output part 8 or differential cage 54, and a coupling element 65 to the two coupling parts 63, 64 to optionally connect or disconnect from one another.
  • the Koppelele element 65 is designed in the form of a sliding sleeve which is rotatably connected to the second coupling part 64 and axially movable. In the open position of the clutch 62, the members (50, 51, 8) of the superposition gear 5 are freely rotatable against each other, while they are locked together in the closed position of the clutch and rotate together about the axis of rotation A3.
  • the second clutch 67 is in the power path between the output part 8 of the superposition gear 5 and the vehicle axle or its Be tenwellen 94, 94 'arranged.
  • the second clutch 67 which is designed in particular as a form-fitting clutch, is provided to selectively transmit torque between the superposition gear 5 and the drive axle or to decouple the drive axle from the drive train in front of it.
  • the second clutch 67 comprises in particular a first clutch part 68 that is rotationally connected to the intermediate shaft 60, a second clutch part 69 that is rotationally connected to a shaft part 70 of the drive axle, and a coupling element 72.
  • the first and second clutch parts 68, 69 can optionally be connected to one another by means of the coupling element 72 in order to transmit torque to the drive axle, or they can be separated from one another so that the drive axle is decoupled from the power path in front of it.
  • the coupling element 72 is designed in the form of a sliding sleeve, which is connected to the first coupling part 68 in a rotationally resistant and axially movable manner.
  • the first coupling part 68 is formed radially outward on a flange portion 71 of the intermediate shaft 60 from.
  • the shaft part 70 is rotatably mounted in the stationary housing 20 by means of a bearing 66 and is used to transmit torque to the associated side shaft.
  • the first and second clutches 62, 67 can be actuated in the present case by a single actuator arrangement 73, it being understood that an embodiment with separate actuators is also possible.
  • the actuator arrangement 73 which can be seen in particular in FIG. 2, has a shift rod 74 which can be axially moved by an actuator drive 75 from a central position PO into a first axial position P1 and an opposite, second axial position P2.
  • a first shift element 76 for actuating the first clutch 62 and a second shift element 77 for actuating the second clutch 67 are arranged.
  • a spring element 78 is arranged on the shift rod 74 axially between the two shift elements 76, 77, which acts on the two shift elements 76, 77 in opposite directions away from each other.
  • a corresponding stop 79, 79 ' is provided on the switching rod 74, against which the respective switching element 76, 77 can be axially supported.
  • a first housing stop 80 can be provided against which the first switching element 76 can be axially supported when the switching rod 74 is moved in the first direction R1
  • a second housing stop 80 ' against which the second switching element 77 can be supported axially when the switching rod 74 is moved in the opposite second direction R2.
  • the following switching positions can be implemented with the actuator arrangement 73: in the first axial position P1 of the switching rod 74, the first switching element 76 is supported against the first end stop 80, the first clutch 62 being closed by means of the first switching element 76; and the second switching element 77 is removed from the second end stop 80 ‘, the second clutch 67 being opened by means of the second switching element 77.
  • the middle position PO of the shift rod 74 which is shown in Figure 2
  • both shift elements 76, 77 are axially supported or positioned against the respective end stop 80, 80 'so that both clutches 62, 67 are closed.
  • the second shift element 77 In the second axial position P2 of the shift rod 74, the second shift element 77 is supported against the second end stop 80 ‘, the second clutch 67 being closed; and the first switching element 76 is removed from the first end stop 80, the first clutch 62 being opened.
  • the described transmission arrangements 2 or hybrid drive 1 with internal combustion engine 30 and electrical machine 37 advantageously offers in particular the technical properties of a continuously variable transmission (CVT), a parallel drive by means of both drive sources, i.e. internal combustion engine and electrical machine , a reverse drive, a drag start of the internal combustion engine, a load-free switchability, a possibility of charging the battery by means of the internal combustion engine when the vehicle is at a standstill and a starting function of the internal combustion engine by means of the electric machine when the motor vehicle is at a standstill.
  • the gear arrangement thus combines a number of operating modes with a simple and compact structure at the same time.
  • FIG. 1 A switching table for the different switching and operating states is shown in FIG.
  • the clutch 12, designated as S1 in Figure 4 can be transferred to three switching positions T1, TO or T2.
  • first clutch 62 is closed, denoted as C1 in FIG. 4
  • second clutch 67 is closed, denoted as C2 in FIG. 4
  • different drive states can be implemented.
  • T 1 or T2 can, with the electrical machine 30 switched off, drive purely by means of the internal combustion engine 37 in first or second gear (lines “ICE 1” and “ICE 2”).
  • switching position T0 the drive can be driven purely by means of the electric machine (line “EV1”).
  • the electrical machine 30 is switched on, the drive axis can be driven in parallel by means of both machines 30, 37 (lines “PM 1”, “PM 2”, parallel mode).
  • the speed of the electric machine 30 can be set continuously variably, so that there is a total of a continuously variable parallel drive with two gears (lines “eCVT1” and “eCVT2”).
  • Line M1 shows a switching state for a load point shifting in first gear (index 1) or second gear (index 2). Furthermore, when the vehicle is stationary, the second clutch C2 is open and the first clutch C1 is closed and the clutch S1 is in the second shift position T2, it can generate electricity (generator mode) or charge a battery 36 connected to the electrical machine 30 (line “M2 "). Conversely, the internal combustion engine 37 can be started by the electric machine 30 in motor mode with the first clutch C1 engaged and the second clutch C2 disengaged in the shifting position T2 of the shifting clutch 21 (line “M3”).
  • the hybrid drive arrangement 1 can be operated in a serial mode - in conjunction with a further electrical drive axle's rule, the arrangement 1 being electrical with the first clutch 62 closed and the second clutch 67 open and the first and second shift positions T1, T2 of the clutch 12 applied Generate energy, which can then be used to drive the other drive axis by means of an additional electric motor (line “M4”).
  • the power of the electric machine 30 can be set continuously variable depending on the Wennpo position for power transmission by means of the internal combustion engine.
  • FIG. 5 shows a hybrid arrangement 1 according to the invention with a transmission arrangement 2 according to the invention in a further embodiment. In terms of structure and mode of operation, this largely corresponds to the design according to FIGS. 1 to 4, so that reference is made to the above description with regard to the similarities. The same or corresponding details are provided with the same reference numbers as in FIGS. 1 to 4.
  • the second clutch 67 in the present embodiment is arranged in the power path in front of the differential gear 9, between the output part 8 of the superposition gear 5 and the differential cage 54 (instead of behind the differential gear between the side shaft gear and the associated side shaft, as in Figure 1).
  • the ring gear 21 meshes with the first intermediate gear 17 (instead of the second intermediate gear, as in FIG. 1). All other details can be designed analogously to the embodiment according to FIGS. 1 to 4, so that reference is made to the above description for abbreviated form.
  • FIG. 6 shows a drive train arrangement 81 according to the invention with a hybrid drive arrangement 1 according to the invention according to FIG. 5 in a schematic representation, it being understood that a hybrid drive arrangement according to FIGS. 1 to 4 can also be used.
  • the drive train arrangement 81 comprises a first drive train 82 for a first drive axle 83 and a second drive train 84 for a second drive axle 85.
  • the first drive train 82 comprises a first drive unit 86 with an electrical machine 87 and a downstream gear arrangement 88 with which the engine torque is converted into a drive torque or the engine speed is converted into a drive speed.
  • the second drive train 84 comprises the hybrid drive arrangement 1, which can be designed structurally according to FIG. 5 or FIG. 1.
  • a storage arrangement 36 for storing electrical energy is also provided, which is electrically connected both to the first electrical machine 87 and to the electrical machine 30 of the hybrid drive arrangement 1, as well as a control unit 29 for controlling the first drive unit 87 and / or the second drive unit 1 or its machines 30, 37.
  • first drive axle 83 forms the rear axle and the second drive axle 85 forms the front axle of the motor vehicle, a reverse arrangement also being possible.
  • the two drive trains 82, 84 are mechanically separated from one another, that is, no mechanical power transmission is provided between the two drive trains.
  • the first drive unit 87 is used for the sole mechanical drive of the first drive axle 83, while the hybrid drive arrangement 1 is used for the sole mechanical drive of the second drive axle 85.
  • the gear arrangement 88 of the primary drive axle 83 comprises a reduction gear 89 for translating the rotational movement introduced by the electric motor 87 into slow speed, as well as a downstream differential gear 90 drive-connected sideshafts 92, 92 'transmitted.
  • a reduction gear 89 for translating the rotational movement introduced by the electric motor 87 into slow speed, as well as a downstream differential gear 90 drive-connected sideshafts 92, 92 'transmitted.
  • At the ends of the side shafts 92, 92 sich there are constant velocity swivel joints which enable torque to be transmitted to the vehicle wheels 93, 93 ‘with angular movements.
  • the second drive axle 85 is constructed similarly. From the differential gear 9, the torque introduced with the clutch 67 is transmitted to the two sides shaft gears 59, 59 ‘. Corresponding intermediate shafts 60, 61 are rotatably inserted into the shaft teeth of the sideshaft gears for torque transmission. The intermediate shafts 60, 61 are connected via associated side shafts 94, 94 ‘with constant velocity joints for torque transmission to the wheels 95, 95‘ of the second drive axle 85.
  • the drive train arrangement 81 with a primary drive arrangement 86 and secondary hybrid drive arrangement 1 advantageously allows several operating modes.
  • the hybrid drive arrangement 1 can be operated in a parallel mode in which both machines 30, 37 jointly drive the secondary drive axle 85 when the second clutch 67 is closed, optionally in the first or second gear.
  • the drive arrangements 1, 86 can be operated in a serial mode, the hybrid drive arrangement 1 generating electrical energy when the clutch 67 is open, which is then used to drive the primary drive axle 83 by means of the primary electric motor 87.
  • Differential gear 59 ‘output part / side shaft gear, 61 intermediate shaft, first clutch, first clutch part, second clutch part

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un agencement de transmission pour un entraînement hybride, comprenant : une transmission à rapports multiples (3) qui peut être reliée à un moteur à combustion interne (37) et qui comporte un embrayage de changement de vitesse (12) afin de transmettre un mouvement de rotation introduit de manière sélective par l'intermédiaire d'un premier ou d'un second étage de changement de vitesse ; une transmission de réduction (4) qui peut être reliée à la machine électrique (30) et qui transmet un mouvement de rotation introduit, avec une réduction de vitesse, à une partie de sortie de transmission (52) ; une transmission par superposition (5) dotée d'une première partie d'entrée (50) qui est reliée en entraînement à la partie de sortie de transmission à rapports multiples (31), dotée d'une seconde partie d'entrée (51) qui est reliée en entraînement à la partie de sortie de transmission par superposition (52), et dotée d'une partie de sortie (8) ; une transmission différentielle (9) qui est reliée en entraînement à la partie de sortie (8) de la transmission par superposition (5) et qui comporte deux parties de sortie différentielles (59, 59') pour entraîner deux arbres latéraux ; un premier embrayage commandable (62) qui peut bloquer deux parties de la transmission par superposition (5) ; et un second embrayage commandable (67) pour découpler la transmission différentielle (9).
PCT/EP2019/080851 2019-11-11 2019-11-11 Agencement de transmission pour entraînement hybride et procédé de commande d'un entraînement hybride Ceased WO2021093930A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PCT/EP2019/080851 WO2021093930A1 (fr) 2019-11-11 2019-11-11 Agencement de transmission pour entraînement hybride et procédé de commande d'un entraînement hybride
JP2022526751A JP7392140B2 (ja) 2019-11-11 2019-11-11 ハイブリッド駆動装置のためのトランスミッションアッセンブリおよびハイブリッド駆動装置を制御するための方法
CN201980102162.7A CN114616114A (zh) 2019-11-11 2019-11-11 用于混合驱动器的传动机构装置和用于控制混合驱动器的方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2019/080851 WO2021093930A1 (fr) 2019-11-11 2019-11-11 Agencement de transmission pour entraînement hybride et procédé de commande d'un entraînement hybride

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Publication Number Publication Date
WO2021093930A1 true WO2021093930A1 (fr) 2021-05-20

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PCT/EP2019/080851 Ceased WO2021093930A1 (fr) 2019-11-11 2019-11-11 Agencement de transmission pour entraînement hybride et procédé de commande d'un entraînement hybride

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JP (1) JP7392140B2 (fr)
CN (1) CN114616114A (fr)
WO (1) WO2021093930A1 (fr)

Cited By (10)

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Publication number Priority date Publication date Assignee Title
DE102021204616A1 (de) 2021-05-06 2022-11-10 Zf Friedrichshafen Ag Hybridgetriebevorrichtung und Kraftfahrzeug mit einer Hybridgetriebevorrichtung
DE102021205343A1 (de) 2021-05-26 2022-12-01 Zf Friedrichshafen Ag Lastschaltbares Hybridgetriebe
WO2022248084A1 (fr) * 2021-05-26 2022-12-01 Zf Friedrichshafen Ag Agencement de transmission hybride pour véhicule automobile
WO2022248074A1 (fr) * 2021-05-26 2022-12-01 Zf Friedrichshafen Ag Dispositif de transmission hybride et véhicule à moteur comprenant un dispositif de transmission hybride
DE102021205344A1 (de) 2021-05-26 2022-12-01 Zf Friedrichshafen Ag Gangvorwahlfrei lastschaltbares Hybridgetriebe
DE102021213312A1 (de) 2021-11-26 2023-06-01 Zf Friedrichshafen Ag Hybrid-Antriebsstrang in Mischbauweise
DE102021213652A1 (de) 2021-12-02 2023-06-07 Zf Friedrichshafen Ag Viergang-Hybridgetriebe
DE102021213660A1 (de) 2021-12-02 2023-06-07 Zf Friedrichshafen Ag Kompaktes Hybridgetriebe in Mischbauweise
DE102021213678A1 (de) 2021-12-02 2023-06-07 Zf Friedrichshafen Ag Kompaktes Viergang-Hybridgetriebe
DE102021214535A1 (de) 2021-12-16 2023-06-22 Zf Friedrichshafen Ag Elektromotorisch und elektrodynamisch schaltbares Hybridgetriebe

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WO2022248074A1 (fr) * 2021-05-26 2022-12-01 Zf Friedrichshafen Ag Dispositif de transmission hybride et véhicule à moteur comprenant un dispositif de transmission hybride
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DE102021205344A1 (de) 2021-05-26 2022-12-01 Zf Friedrichshafen Ag Gangvorwahlfrei lastschaltbares Hybridgetriebe
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DE102021205343B4 (de) 2021-05-26 2025-03-20 Zf Friedrichshafen Ag Lastschaltbares Hybridgetriebe
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WO2022248084A1 (fr) * 2021-05-26 2022-12-01 Zf Friedrichshafen Ag Agencement de transmission hybride pour véhicule automobile
DE102021213312B4 (de) * 2021-11-26 2025-10-09 Zf Friedrichshafen Ag Hybrid-Antriebsstrang in Mischbauweise
DE102021213312A1 (de) 2021-11-26 2023-06-01 Zf Friedrichshafen Ag Hybrid-Antriebsstrang in Mischbauweise
DE102021213678A1 (de) 2021-12-02 2023-06-07 Zf Friedrichshafen Ag Kompaktes Viergang-Hybridgetriebe
DE102021213660A1 (de) 2021-12-02 2023-06-07 Zf Friedrichshafen Ag Kompaktes Hybridgetriebe in Mischbauweise
DE102021213652B4 (de) 2021-12-02 2025-02-27 Zf Friedrichshafen Ag Viergang-Hybridgetriebe
DE102021213652A1 (de) 2021-12-02 2023-06-07 Zf Friedrichshafen Ag Viergang-Hybridgetriebe
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